Interstate highway train system

ABSTRACT

This is an elevated pile supported pre-stressed concrete beam electric high-speed remote-controlled modular train system, including compact high-rise terminals installed within the interstate highway rights-of-ways, a train module astride elevated support beams at standard gage rail widths to fully integrate train modules into existing rail, and since it&#39;s within existing interstate highways, fully integrates the new train system with other transportation infrastructures.

CROSS REFERENCES TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application Ser.No. 60/646,298, Jan. 24, 2005.

BACKGROUND OF THE INVENTION

The reason trains haven't re-invented themselves is mainly based on: thekind of innovation used, economics, and incompatibility with existinginfrastructure. Maglev is very innovative but cost's over $60 million amile or more to install in a rural setting; much higher costs can occurwithin city limits. After China built a 20-mile section at $1.2 billion,it promptly announced maglev wouldn't be the new future for trains inChina due to cost and because it doesn't integrate into existingrailroading infrastructure. For similar reasons, Germany, having spentbillions of dollars developing maglev, promptly announced it would notbe applying maglev on a national basis either for the same reasons.Innovation by itself is not enough to re-invent train technology, it hasto be innovative, economic and work with existing track and roadsystems.

Today, elevated train systems generally include monorail rubber wheeledor maglev or standard gage trains. Generally, monorail trains aren'tsteel rail based, but have rubber wheels that ride atop steel orconcrete beams and that have horizontal orientated wheels that straddlethe beam to prevent the train from tipping over. These rubber tiretrains aren't designed to go fast or be maximally fuel-efficient and aregenerally only used for in-city people transport. These rubber wheeledtrain technologies teach a side-to-side shifting of long beams to switchto a new line, which could be cumbersome and dangerous at high speeds.These trains also suffer from the inefficiency of rubber tires, and lowspeed capability. They are elevated to prevent collision with othervehicles and animals (environmental acceptance).

Maglev uses an elevated beam but suffers from very high cost ofconstruction due in part to the precision aligned magnetic rail and highcost of train modules and controls; $60 million a mile was spent for theChina project with recent news stories saying Germany is abandoningmaglev as a result of the high cost and China also announced in January2004 it's abandoning maglev as well for it's larger new train systemsimilarly due to cost and because maglev can't integrate with theirexisting rail system. Even some rubber tire city monorail systems in theUS are approaching $70 million a mile. The beams are elevated to preventcollisions with cars and animals so as to achieve an acceptable designenvironmentally at high speeds. The cost of meeting all the aboveconditions of use with maglev are very high accounting for very limitedapplication of this technology. Shifting maglev carrier modules toconventional rail is not practical limiting practice between twodestination points where shifting to other rail systems is not required.This is unjustified for a new national train system.

SUMMARY OF THE INVENTION

This invention relates to a lightweight high-speed train system andutilizes a beam support to eliminate animal and general detrimentalenvironmental effects i.e. to avoid hitting mammals and colliding withother vehicles and the like. It teaches how to achieve a high-speed andsafe elevated train by straddling a deep pre-stressed concrete or steelbeam with conventional steel train wheels and standard gage width forthe rails. Thus it can use standard switching systems, use improvedstandard switching, or a new ramp switching technology proposed hereinwhich has certain advantages, namely assisting with decelerating thetrain module entering the station and accelerating it when leaving. It'sdesigned for high-speed long distance travel between cities with peopleor light freight on the order of 200+ MPH (miles per hour) with aminimum of energy. And since such beams should be thicker near the baseto provide side to side stiffness long spans, about 100-150 feet inlength between post supports, the side of the beams conveniently providestandard gage rail spacing, another main advantage of this inventionover others proposed.

The train system of this invention can be located anywhere within theinterstate highway system and in the most developed city areas toprovide jobs and redevelop these areas, or in the most rural region ofAmerica probably using conventional switching technology to bring trainmodules down to ground level to be serviced by existing highways andtrack systems everywhere.

Just as the first trains systems revolutionized America and dominatedinvestment at the time, this new train system invention can do the samedue to it's high-speed potential, electronic drives, and highstream-lined high-speed efficiencies and comprehensive connectionpossibilities. With this invention, a module can travel from existingrail lines to the new switching station and be launched onto the highspeed line with no interface problems whatsoever. Other new nationalsystem train proposals don't accommodate existing train technology orroad systems like this invention.

This system re-invents the train by integrating new technology into old.It removes the environmental problems that high-speed trains create byeconomically elevating the entire track. It solves the overall economicproblem by integrating the system within the interstate highwaysrights-of ways and combining a government financing rail-lineconstruction with total private financing of train modules withmunicipal and state financing of train stations. It is an economic modeldesigned after our air traffic system except that train modules arepilot-less, i.e. totally remote controlled from a central control room.It also creates a new level of high-speed train safety by making thetrain ride astride the ribbon of elevated beams making derailingvirtually impossible; an important consideration at such high speeds.

Just as the public owns the airways, they own the track-ways in this newsystem, but get paid back from building it with a tax per person or perton-mile used, or some similar payback scheme. And just as cities ownthe plane terminals, so they own the train terminals described herein.And just as private industry innovates in planes, so they own andinnovate with train module technologies to haul every conceivable cargowith high aerodynamic efficiency, and such aerodynamic module efficiencyshould be mandated by Congress in order for private companies to be ableto use the new rail system. Congress should also mandate the kind ofcontrol technologies used since control technology universality isrequired in such an automatic system.

In short, this train invention will pay it's own way, conserve hugeamounts of oil, move goods and people fast with much less energy thanplanes and trucks and busses, yet be fully integrated into every otherexisting transportation infrastructure. For example, the cost to move aperson from New York (NY) to Los Angeles (LA) at 200 MPH in electricityis about $7 each. The projected cost in electricity to freight-forward acontainer the same distance at 200 MPH is $469. Using diesel to do thesame trip would use 400 gallons of oil at $2 per gallon or cost $800,yet the truck travels at a fraction of the average speed. The truckrequires a driver, the train doesn't, the truck takes at least 4 days toget there, the train 14 hours, and the train module never gets tired orinterferes with normal road traffic and can run rain or shine or duringthe greatest snow fall with special high-friction traction units,melting systems, or foul weather track-traction-sprays.

All train modules whether freight or passenger are remotely controlledfrom a central control room and are tracked using transponders, radar,and GPS, or multiple location technologies for reliability in trainlocation for the control purposes.

The load width and weight of train module will vary depending if it'sfreight-forwarding containers or for passenger service or utilized forspecialty freight service. The unit shown is a width for passengerservice and is 11 feet 10 inched wide to allow for comfortable side byside seating for 4-5 rows of seats plus a narrow aisle like in airplanefuselages. Due to the high speeds, experts say tunnels should beavoided. And opposite direction lines should be on opposite sides of thehighway except for bridges wherein rail lines may come together forpractical treasons. This would likely limit the speeds, however, shouldtrains pass by each other on a common bridge structure (the controlsystem knows when this will occur and can adjust module speedsaccordingly).

The conventional looking train wheels straddling the beam would likelyall be driven through gear units opposite the wheel axle as shown. Highrpm (about 12,000 rpm) lightweight vertical motors driving theright-angle gear reducing units would likely be a normal, otherarrangements are possible. Drive motor and parasitic train power isshown picked up from conducting rods mounted atop the beam under thetrain fuselage using spring loaded brushes connected to the underside ofthe yoke supporting the wheel frames of train fuselage, or power can betaken from atop modules from suspended power cables which is also normalfor high speed trains.

To save train weight in the invention, there are air ride modulesuspensions with active shock units that can operate much like speakercoils, or shocks can be active pneumatic or hydraulic processtechnologies, all to counteract side to side and end to end buffetingforces that would diminish the ride quality and speed capability of thetrain module. The speed of response of electronic shock absorbing unitshas been amply demonstrated for active automobile suspension systems andnow is available in the automotive market. A stabilizer bar between theunderside of the load fuselage and the wheel support yoke is alsoprovided. Gyro's can also be used on passenger modules to provide evenmore stability on side-to-side shifting.

As shown, the train has about 147 square feet of projected area. Thus,with a possible streamlined drag coefficient of 0.090 or less, themaximum power required to overcome air friction to reach 200 MPH isabout 1195 pounds force requiring only 637 steady state horsepower.Rolling friction power would be about 7.5% of that (90 pounds for anexpected 90000 pound 80 person passenger module with rolling frictioncoefficient of 0.001) for a total power requirement of about 684horsepower or 510 KW. To allow for hill climbing and given that IGBTelectronic motor drive modules likely to be used and that are built inabout 200 kW units, 1200 KW (6 powered wheels) would likely be installedper module enabling a 90,000 pound loaded module to climb a 3% grade atabout 160 MPH. Assuming a power cost of 8 cents per kilowatt-hour,energy cost per passenger from New York (NY) to Los Angeles (LA) at 200MPH average speed for the 2800 miles would be about $674/80 people, orabout $7 per passenger for the whole trip excluding minor parasiticpower uses. Being a fully electric system, braking energy can be fedback into the power gird used for the new railroad.

Cost of construction for mile supported beam systems can be reasonablesince beams cost about $150 per foot and pile should cost roughly halfthat to install. Except for terminals and rolling stock and controlcenters, such a train rail system if 100% elevated would cost about$1.25 million per mile plus engineering and profit or about $6 billion($2.2 million per mile) to go from NY to LA. Not included in this costis switching and elevated terminal costs which would be provided bylocal entities, and specific rolling stock or train modules which wouldbe provided by the business entities needing them and that would beoperating out of the various terminals, much like airlines, which insome cases (freight) would be supplied by the business entities and notthe municipalities or cities involved. All train modules would have tomeet the same specifications of the railway and be tested to insurespecifications are met. Within the terminal, rails are at grade andstandard switching technologies are easily utilized including takingtrain module off the main lines as well as a lowered and raised rampsystem in rural areas.

At 5-minute train separations, 288 trips a day per line on average arepossible east to west one way. It's estimated a train module would needto be about 80 feet long to accommodate 80 passengers seated 4 abreast.If a line in one direction between NY and LA costs the federalgovernment $6 billion, and if the government rented a line at 2 centsper passenger mile and assuming 50 passengers per car, that federalgovernment would take in revenues of about $300 million a year for thatline. Thus at $6 billion per line between NY and LA (no otherinfrastructure cost to the federal government), it would take 20 yearsfor the government to get its money back on building the line (at nointerest). This is not a bad investment considering all other Federaltrain investments are highly subsidized and have no payback whatsoever.For container or truck shipments, they would likely pay the government ½passenger rates or 50 cents per mile. Thus the average payback periodcould be as low as 30 years with ½ freight and ½ passengers.

This invention is called “Interstate Highway Train System” because thewhole system is preferably, but not necessarily, enclosed within theinterstate highway rights-of-way including elevated terminals (hotels,freight systems, passenger terminals, existing train connections,helicopter pads etc., all located above the existing interstate highwaysrights of way for quick access by cars and busses, tractor trailers,existing train lines). Note that heavy existing train units would not beallowed within such a terminal, only the high speed modules connectingfrom existing track to the high speed tracks would be allowed into theelevated high speed train terminal. There are no train drivers oroperators, just large computer control rooms like for airplanes with bigTV screens, radar, GPS and transponder locator systems; or enoughredundancy to provide reliability to control train module speeds, and toswitch modules off main track lines into terminals and back onto maintracks lines.

Trains that must travel on snow covered tracks at high speeds need tracksystems with a snow melting method on the tracks plus special tractionsprays built into the train module to provide adequate frictiontraveling up grades as steel on steel wheels will likely slip underthese conditions at the high speed horsepower or toque needed. Or, whilenot shown, special high friction drive wheel modules attached duringwinter months could be lowered onto the tracks for extra drive force.This high friction modular wheel and traction spray systems would beremovable for non-snow season so as not to waste energy from the extraweight involved.

Also, different trains would likely have different speed goals atdifferent times of day. For example, to save energy, extremely bulkytrain shapes, while streamlined, might be allocated to a lower speedtime slot to save energy, since it's frontal area coupled with speedthat causes the consumption of energy more than weight in such trains.

As noted, this invention has steel train wheels straddling the beam byuse of devises or wheel frame supports providing much more flexibility,safety and considerable cost reduction over maglev, and should cost lessthan rubber wheeled train technologies. The rail is supported onshoulders protruding out the side of the beam, needed to give long beamsside-to-side rigidity in any event. And the rail installation allowsrainwater to freely drain through slots under the rail and provides fora snow and ice melting system. The wheels are spaced at standard gageand use conventional wheel shape including inside rail wheel flanges toenable standard switching technology to be used. Considering theconsiderable train infrastructure that exists, it would be impracticalto do otherwise. This gage feature of the system is not to allow heavyand awkward existing trains onto the new interstate system, but ratherto allow the new lightweight modules to travel on existing rail systemsand back onto the new interstate train system at will, enablingconventional switching at terminals for train modules from existingtrack systems, i.e. to deliver cargo modules and passengers to theinterstate based terminals, perhaps using a battery powered hauling unitform the conventional track system until the remote controlled electricpowered modules are switched into the new rail system.

Also, this invention teaches the use of air ride and active shockabsorbers. Such active shocks can be either electric speaker-coil typeshocks or possibly even pneumatic or hydraulic, providing the adjustmentthat can be made fast enough to absorb forces from wind buffeting andthe like. The air ride allows the train body to stay at the sameelevation regardless of the load, and to tilt the loaded space toachieve a levelized ride sensation by tipping the train when goingaround curves. In addition, the air suspension independent wheel supportsystem eliminates the need for heavy tandem bogie support assemblies asused in existing steel-wheeled train technology saving weight due togreater wheel spacing thus reducing the number of support wheelsrequired and reducing the beam stresses as well. Gyro's also can be usedto advantage on the very highest speed transport modules to stabilizethe train in the worst cross wind conditions, and when coupled withactive shock absorbers makes for a jet plane-like ride capability. Suchgyros are used on ships and were used on a prototype steel-wheeledmonorail train by Lewis Brennan 100 years ago, but also can be usedadvantageously on this high-speed passenger train module as well (gyro'snot shown).

Some unique aspects of this train invention system that uses steelwheels and standard gage are:

-   -   1. Vertical wheel frames or devises support individual wheels        and their respective drive and suspension units making it        possible to straddle an elevated beam with rails mounted down        the beam's sides, and air ride combined with active shock        absorber and gyro stabilization eliminating the need for heavy        boggy wheel assemblies.    -   2. An environmentally friendly elevated beam-straddling train        module with standard gage rail system providing high-speed        capability with efficiency, stability, reliability and, due to        the straddling feature, maximum possible safety against        derailing at high speeds.    -   3. Minimized side to side and end to end train motion from wind        and track irregularities by utilizing active shock absorber        system and gyros, while air suspension ride enables tipping the        train to reduce curve traveling effects on the occupants of        modules.    -   4. Elevated platform ramp-up switching to recover energy and to        slow the train entering the elevated terminal yet accommodates        conventional switching technologies as well depending upon which        is more appropriate.    -   5. Track deicing system and to create extra drive force or        friction, special track sprays or alternative high friction        drive wheel modules could be lowered into the tracks for        slippery winter conditions.    -   6. Remote controlled train modules; no drivers are needed nor        are they desirable for such a high-speed train system either for        maximized safety or economics.

The present invention and its advantages over the prior art will be morereadily understood upon reading the following detailed description andthe appended claims with reference to the accompanying drawings.

DESCRIPTION OF THE DRAWINGS

The subject matter that is regarded as the invention is particularlypointed out and distinctly claimed in the concluding part of thespecification. The invention, however, may be best understood byreference to the following description taken in conjunction with theaccompanying drawing figures in which:

FIG. 1 is a vertical schematic section of one embodiment of a trainfuselage, showing wheel and active suspension yoke position and drivemotor arrangements.

FIG. 2 is a vertical schematic section of another embodiment of a trainfuselage showing wheel and active suspension yoke position and drivemotor arrangements.

FIG. 3 is a vertical schematic section depicting three trains, one aboutto enter a lowered ramp decelerating the train to a raised trainterminal platform and a train accelerating down platform onto theelevated track systems.

DETAILED DESCRIPTION OF THE INVENTION

FIG. 1 shows a train and rail system in accordance with one embodimentof the present invention. The system includes an elevated beam railwayand a straddling beam rail vehicle. While the rail vehicle of FIG. 1 isa locomotive, it should be noted that the present invention isapplicable to any sort of rail vehicle including rail cars and the like.

Generally concrete posts or piles 1 supporting rail beam 2 would bespaced and be connected to piles 1 every 120 feet or so depending on thewidth and thickness of pre-stressed concrete or steel beam 2. All thingsconsidered, pile supported beams 2 are probably more economic thanat-grade fenced rails foundations, even in deserts, especiallyconsidering the economic disadvantages of long fences and due to thepotential economic loss that restrictions to local cross traffic cancause. Beam 2 could be steel but generally pre-stressed concrete wouldbe the most cost effective beam support if held under 120 feet betweenpile supports, however, longer and longer pre-stressed beams are beingmanufactured. It's a compromise between beam deflection that can betolerated by the rails and the economics of driving and grouting piles.Generally it would seem that shorter pre-stressed beams would bedesirable to maximize the lifecycle of the elevated beam system, whichshould have a minimum 100-year design lifecycle.

Methods to connect beams to concrete posts are well known and are notpart of the teachings of this invention. The beam shoulders 3 and 4support a track or rails 5 with respective rail beam retainer bolt 5′,and rail 6 with respective rail retaining bolt 6′. Shoulders 3 and 4 ofbeam 2 also provide the extra resistance to buckling needed by pilesupported pre-stressed long concrete beams, and enable standard railgage to be used as shown.

Referring to yoke 14 mounted components and wheel parts, with theexception of the yoke and power lines and power take-off brushes to bedescribed later, yoke 14 is common to both wheel units on the sides ofbeam 2. On the left, rail 5 supports flanged wheel 7 and on the right,rail 6 supports wheel 8 (assuming the train of FIG. 1 is traveling intothe paper, which will be the assumption hereafter). Rails 5 and 6 wouldbe mounted and attached to the concrete by well known methods and joinedend to end similarly to provide a noise-free ride, and rails and wheelswould be hardened and polished to provide minimum rail rolling frictionand maximum safety as regards to strength. Wheel 7 is supported by axle9 which rides in roller bearings 10 and 11 which are attached to innerand outer wheel frames 12 and 13 respectively which are connected tocommon yoke 14. Similarly, wheel 8 is supported by axle 15 which ridesin roller bearings 16 and 17 which are attached to wheel frames 18 and19 respectively which in turn are attached to common yoke 14. As needed,multiple (one each shown in FIG. 1) side or horizontal wheel assemblies13′ and 18′ attached to inner wheel frames 13 18, respectively, willenable the train to stay on the tracks if an object on rail 7 and 6should cause the train to jump up whereby the stabilizing wheels 13′ or18′ together or separately will cause 13′ and 18′ rub and spin on theside walls of beam 2 in the areas of 13′ and 18′ to hold the train onthe track, an added safety feature to this elevated train invention.

Alternatively, each wheel unit can be provided with two sets ofhorizontal wheels assemblies, one above the other, for added safety. Asshown in FIG. 2, lower horizontal wheel assemblies 13′ and 18′ areattached to inner wheel frames 13 18, respectively, and upper horizontalwheel assemblies 13″ and 18″ are attached to inner wheel frames 13 18,respectively, above the lower horizontal wheel assemblies 13′ and 18′.

In the illustrated embodiment of a locomotive, axle 9 is connected to atelescoping drive shaft with universal joints 20 which in turn isattached left side right-angled gear box 21 which is attached to what isprobably AC motor 22 which is attached to underside of the trainfuselage base 24 respectively. Cowling 25 covers these components leftof center of the train and is also attached to 24 and provides forstorage compartments (not shown) under 24 between drives. Right wheelaxle 15 is attached to a telescoping drive shaft with universal joints26 which is attached to right side right-angled gearbox 27 which isattached to vertical AC motor 28 attached to base 24 respectively. Theright-side drive components are covered by cowling 29 also attached tobase 24 which like cowling 25 provides for storage under 24 betweendrives. Vertical AC motors 22 and 28 would typically be speed controlledusing IGBT controllers, not shown. Companies skilled in the art of suchdrives would provide the proper arrangement, but generally higher speedmotors in the 12,000 rpm category and higher result in lighter drives.And as noted above, the spaces under base 24 between wheels and ordrives and between the sides of the beam and inner cowlings are spacesthat can be designed to accept passenger luggage and other commercialcargo that fit such spaces. Also note that the train stabilizing gyro'sreferred to earlier are not shown since such technology is wellunderstood and was practiced 100 years ago by inventor Lewis Brennan inthe UK and would also be located between drives. Spray-on rail tractionmaterial units for each track would be located at the very front of thetrain module (not shown) to enable every drive wheel to achieve highertraction during poor weather conditions, i.e. when such spray is needed.

Referring to fuselage yoke 14 for mounting air ride components, air rideunit 30 and electronically controlled stabilizing shock absorber 30′left are mounted between the top of yoke 14 and under side of fuselagebase 24, and similarly on the right side air ride unit 31 andelectronically controlled stabilizing shock absorber 31′ are alsomounted between the top of yoke 14 and underside of base 24. Theseactive shock absorbers can be electric operating much like a speakercoil, or be pneumatic or hydraulic, with electric being the fastestresponding and which have been developed for automotive applications.The related sensors and actuator details to instantaneously operate 30′and 31′ respectively are not shown, but would be well known to thoseskilled in active suspension arts including use of needed sensors. Theair ride supports 30 and 31 eliminate the need for bogies, so wheels canbe located anywhere along the axis of the support base 24 saving weightby eliminating the tandem bogie support assembly allowing longer spacingbetween sets of yoke mounted wheel assemblies thus reducing stress onthe train fuselage and support beam 2. Side to side suspension rigidityis supplied by pivoting or hinged stabilizing or anti-sway bar 32mounted between the top of the yoke 14 and under fuselage position 24 asshown. Power through conducting rods 32, 33, and 34 (or more asrequired) are mounted atop the concrete beam 2 would be picked up fordrive motors controls and other train power needs through flexiblebrushes 35, 36, and 37 (or more as required) which are connected to yoke14. Power supplied can be AC or DC as appropriate and depends on thedrive used whichever is considered most efficient by those skilled inthe art of such drives. Conventional overhead (over fuselage 38) powerconnections can also be used (not shown).

To minimize aerodynamic drag forces, which are the forces that mainlygovern how much drive power is required, it's desirable to design thetrain fuselage 38 only wide and tall enough to accommodate standardcargo containers or passengers (a possible passenger unit width isshown). How to hinge the upper roof portion so cargo containers, such asship containers or truck containers, can be craned or lowered in arewell known and are not a part of the teachings of this invention butwould be well known by those in the art but could be a cam-locked roofor cap assembly (not shown) atop 38 etc. As shown in FIG. 1, the trainhas a scale of 1 inch equals 36 inches.

This invention allows for standard gage switching technology to be used,either elevated or at ground level. If a rural situation where groundlevel load changing is needed, it would be a fence enclosed station andswitching area and the train would switch using conventional trackswitching technology and travel down a ramp into a ground station areafrom the elevated track system depicted in FIGS. 1 and 2. Thus FIG. 3depicts an elevated high-speed switching and city terminal system. Trainmodule 39 is just entering from elevated main track 40 (elevated fromground level 40′ as shown) up lowered ramp 41 which is raised andlowered by cable crane unit 42. The terminal 43 would have a complementof buildings 43′ and track switching as needed including a controltower, ticketing and luggage handling, automated elevator car garages,cargo handling areas, hotels, helicopter pads and more. Such ramp 41 orconventional switching technology (not shown) off main track 40 intoterminals can be used. Once train module 39 is in the terminal,conventional standard gage switching systems can direct it to any numberof terminal offloading locations either under battery power or it can bepulled around like planes in airports. Train module 44 is seen launchingfrom the terminal down ramp 45 lowered by cable crane 46. Ramp 45 isalso wired to power to accelerate the train to nearly full speed (about100 MPH in terminal through areas, leaving). The dotted line 47represents the ramp 45 in a raised position so trains can pass under theterminal 43 at high speeds. The speed of train module 39 entering ramp41 should probably not exceed, say, 40 MPH, although safety net 48 withactuator and supports shown, the net represented by dotted lines 49,would always be deployed as a train enters up-ramp 41 as emergency trainstop in case braking failed. Safety stopping net 49 would typically bestored in a hanging vertical position 50 ready for rapid deployment bypulling down to ground level as shown (mechanism not shown). Rampswitching enables side-by-side through-lines to remain in place with thesame line spacing, and switching trains don't cross multiple tracksystems to switch to a new destination or into the terminal. Otheradvantages of ramp switching are assisting with deceleration andacceleration. However, whether rail lines are elevated or at grade,conventional switching is also fully applicable to this train system.

While specific embodiments of the present invention have been described,it will be apparent to those skilled in the art that variousmodifications thereto can be made without departing from the spirit andscope of the invention as defined in the appended claims.

1. A straddling beam rail vehicle comprising: a base; a yoke attached tosaid base, said yoke having a first end situated adjacent a first sideof said base and a second end situated adjacent a second side of saidbase; a first wheel unit connected to said first end of said yoke; and asecond wheel unit connected to said second end of said yoke, whereinsaid first and second wheel units are spaced apart to define an openspace therebetween so as to be able to straddle a beam.
 2. Thestraddling beam rail vehicle of claim 1 wherein said first wheel unitcomprises: a first outer wheel frame attached to said first end of saidyoke; a first inner wheel frame attached to said first end of said yokeat a distance from said first outer wheel frame; a first axle extendingbetween said first outer wheel frame and said first inner wheel frame;and a first vertically-oriented wheel mounted on said first axle, andwherein said second wheel unit comprises: a second outer wheel frameattached to said second end of said yoke; a second inner wheel frameattached to said second end of said yoke at a distance from said secondouter wheel frame; a second axle extending between said second outerwheel frame and said second inner wheel frame; and a second verticallyoriented wheel mounted on said second axle.
 3. The straddling beam railvehicle of claim 1 further comprising a first horizontal wheel assemblymounted to said first inner wheel frame and a second horizontal wheelassembly mounted to said second inner wheel frame.
 4. The straddlingbeam rail vehicle of claim 1 further comprising a first lower horizontalwheel assembly mounted to said first inner wheel frame and a first upperhorizontal wheel assembly mounted to said first inner wheel frame abovesaid first lower horizontal wheel assembly, and a second lowerhorizontal wheel assembly mounted to said second inner wheel frame and asecond upper horizontal wheel assembly mounted to said second innerwheel frame above said second lower horizontal wheel assembly.
 5. Thestraddling beam rail vehicle of claim 1 further comprising a first motormounted to said base and drivingly connected to said first axle and asecond motor mounted to said base and drivingly connected to said secondaxle.
 6. The straddling beam rail vehicle of claim 1 wherein said yokeis attached to said base via a first air ride and a first active shockabsorber connected between said first end of said yoke and said base andvia a second air ride and a second active shock absorber connectedbetween said second end of said yoke and said base.
 7. The straddlingbeam rail vehicle of claim 6 further comprising an anti-sway bar mountedbetween said yoke and said base.
 8. A train and rail system comprising:a beam having first and second opposing sides, a first shoulderprotruding from said first side, and a second shoulder protruding fromsaid second side; a first rail mounted to said first shoulder; a secondrail mounted to said second shoulder; and a rail vehicle for riding onsaid first and second rails, said rail vehicle comprising: a base a yokeattached to said base, said yoke having a first end situated adjacent afirst side of said base and a second end situated adjacent a second sideof said base; a first wheel unit connected to said first end of saidyoke; and a second wheel unit connected to said second end of said yoke,wherein said first and second wheel units are spaced apart to define anopen space therebetween so as to be able to straddle said beam.
 9. Thetrain and rail system of claim 8 wherein said beam is elevated.
 10. Thetrain and rail system of claim 8 wherein said first wheel unitcomprises: a first outer wheel frame attached to said first end of saidyoke; a first inner wheel frame attached to said first end of said yokeat a distance from said first outer wheel frame; a first axle extendingbetween said first outer wheel frame and said first inner wheel frame;and a first vertically-oriented wheel mounted on said first axle, andwherein said second wheel unit comprises: a second outer wheel frameattached to said second end of said yoke; a second inner wheel frameattached to said second end of said yoke at a distance from said secondouter wheel frame; a second axle extending between said second outerwheel frame and said second inner wheel frame; and a second verticallyoriented wheel mounted on said second axle.
 11. The train and railsystem of claim 8 further comprising a first horizontal wheel assemblymounted to said first inner wheel frame and a second horizontal wheelassembly mounted to said second inner wheel frame.
 12. The straddlingbeam rail vehicle of claim 8 further comprising a first lower horizontalwheel assembly mounted to said first inner wheel frame and a first upperhorizontal wheel assembly mounted to said first inner wheel frame abovesaid first lower horizontal wheel assembly, and a second lowerhorizontal wheel assembly mounted to said second inner wheel frame and asecond upper horizontal wheel assembly mounted to said second innerwheel frame above said second lower horizontal wheel assembly.
 13. Thetrain and rail system of claim 8 further comprising a first motormounted to said base and drivingly connected to said first axle and asecond motor mounted to said base and drivingly connected to said secondaxle.
 14. The train and rail system of claim 8 wherein said yoke isattached to said base via a first air ride and a first active shockabsorber connected between said first end of said yoke and said base andvia a second air ride and a second active shock absorber connectedbetween said second end of said yoke and said base.
 15. The train andrail system of claim 14 further comprising an anti-sway bar mountedbetween said yoke and said base.